Power-transmission gearing



Dec. 21 1926.

vl. K. TUERCK POWER TRANSMISSION GEARING 3 Sheets-Sheet l Filed June 21q 1926 mmNY l INVENToR johan jonmc! fixera/f ATTORNEY Dec. 21

Filed June 21, 1926 3 Sheetsl-Shet ATTORNEY Dec. 21, 1926'.

3 Sheets-Sheet l. K. TUERCK POWER TRANSMISSION GEARING Filed June 21, y1926 v 7,7/4 riff,

Patented Dec. 21, 1926.

UNITED STATES IOHAN KONRAD TUERCK, 0F PORTLAND, OREGON.

PONER-TRANSIVIISSIN GARNG.

Application filed June 21,

My invention relates to certain newv and nseiul imln'ovements in power transmission gearing', especially such as are designed and adapted tor use in motor vehicles and the like, and it has amongl its objects the provision oi' a strong, durable, inexpensive and tool prooiv mechanism of such structure that the en'iployn'ient of the usual clutch between the engine shaft and the driving shatt of the transmission mechanism may, if desired, be dispensed with, thereby reduciup,- the toot-labor of the operator since he can effect the shitting of the gears solely by manipulating a gear shitting lever or levers, and he may do this Without danger ot breaking the gears; another object of the invention is to provide a transmission mechanism of such design and cooperative association of parts that the operator may malte use of the reverse gearing as a brake through tle propellingr shaft to both rear wheels, thereby rendering` possible the keep ing under control oi one gear shifting lever, the combination and also a brake action (this enables the usual service brakes ou the rear Wheels to be dispensed with or omitted if desired).

A further object of the invention is to provide a power transmission mechanism, for use on motor vehicles, which is so con- .structcd that the gears may be changed quickly and indepemilently ot' any and all other connections, from the. engine to the driving` shaft, that may be present (the usual throw-out clutch connection for eX- ample).

My present invention also has for an object the provision oi a povver transn'iission mechanism in which the several speed changes can be made Without clashing,` of gears (elin'iinating' noise) and yet the advantages of positive mechanical interlocking or engagen'ient between the .several elements may be retained, the engagement and disen- `a'ageinent action between the several connecting); eleinents beingl made in' a manner that will not interfere with the normal running, oi' the engine (danger ot chokingl the engine. is avoided) and the engagement will be made- Withont noise, kicking', clashing or jerking motions.

.ln devising?Y my present invci'ition l also have in lmind the pi-oduction ot a -tr'ans- 1926. Serial N0. 117,475.

mission mechanism, by the employment of which in motor vehicles, the strain on the operator et driving the car can be reduced considerably.

In its general nature the invention comprises a housing; in which vthe driving, driven and countershat'ts are journalled in suitable bearings, the driving shafty havingl a driving gear meshing vith one oit a pair of gears rotating on a countershaft and associated "with speed Cl1a1igegeai.'i1`igj and clutch elements provided With the driving; shaft and adapted to cooperate to ei'ect the forward speeds, one of said sluiting elements having provision to cooperate with a reve-rse gear and clutch mechanism to edect the reverse action, the several forward clutch elements being in the nature of cone clutches and being;`v associated with positive locking ingers so arranged that after the cone clutches have been brought into engagement- ,the locking,` fingers will eiiect a direct mechanical connection between the parts and at the same time apply an expandingl action to the clutch faces to insure tight engagement.

In its more detailed nature the invention also embodies those novelfea'tures of construction, combination and arrangement ot parts, all ot which will be first fully described, then be specifically pointed out in the appended claims reference being,` rad to the accompanyingl drawings, in Whiche- Figure l is a central vertical longitudinal section of the invention.

Figure 2 s an end elevation of the invention with the end cover' removed.

Figure 3 is a vertical cross section taken on the line 3MB on Figure l.

, Figures 4c and 5 are tace views ot one ot the large shi'litino,l rings and the smal shitting' ring' respectively.

Figure 6 is a detailed cross section of the louv and reverse speed transniiissiou pinions.

Figure 7 a detail vertical longitudinal section showing one ot' the second or inten mediate speed clutching` elements moved to vthe engaging but not locked position.

Fipure 8'- is a diagrammatic fragmentary cross section showing' the position ot the clutch disk and band when the parts are positioned as shown in Figure-'7.

' Figure 9' a viewl similar to Figure lili) CTI illustrating the fully engaged and locked position.

Figure is a view similar to Figure S with the parts shown as in Figure 9.

Figures 11 and 12 are fragmentary horizontal sections taken through the units shown and as positioned in Figures 7 and 9.

Figure 13 is a diagrammatic perspective view illustrating how the common type of liplate shifting method may be employed to operate the invention.

ln the d 'awings in which like numerals of reference indicate like parts in all the iigures, and in which is illust ated the preferred embodiment of my invention, 1 designates the engine which is coupled with the driving shaft 2 of the power transmission mechanism in any suitable manner as by a male and female coupling indicated at 3 in Figure 1 of the drawings.

lhe driven shaft is designated fland its rear end is adapted to connect with the universal joint (not shown) when used in a motor vehicle. The shaft l has its forward end reduced, as at 5, to lie within the bearing recess 6 in the shaft 2, a suitable removable bearing 7 being secured in the hub S of the main housing 9.

rlhe bearing 7 has an abutment flange 10, the purpose of which will later appear.

A driving gear or pinion 11 is suitably secured on the shaft 2 always to rotate therewith.

A sleeve 12 has bearing on the shaft 2 and is hereinafter termed the second-speed sleeve.

A. gear 15 is keyed on the sleeve 12 and 16 designates a countershaft journaled in suit-- able bearings 17 and 18. The countershaft 16 carries at its front end two gears of varying sizes that rotate together as a unit, these gears being indicated by the reference numerals 19 and 20, the gear 19 meshing with the gear 11 and the gear 20 with the gear 15.

An auxiliary housing 21 is provided at the front end of the main housing and has secured thereto at 22 the partition-wall 23 and the end cover plate 2d. A removable tapered bearing 25 is provided and is located in the partition wall 23, in which bearing the sleeve 12 is journalled, and 26 designates a suitable means for securing the bearing 25 in place.

Suitable anti-friction bearings 27 are interposed between the thrust faces of t-he female clutch elements 13, lll, and between the female clutch element 14. and the bearing as shown. These anti-friction bearings may be of any approved kind, roller bearings being shown for convenience of illustration. The female clutch elements 13 and 14T are each provided with finger receiving pockets or recesses 28, of which more will be said later.

Qnppthe rear end ofthe eountershaft 16 is located a pinion 29 which meshes with the .driven gear 30. The gear 30 is provided fith a female clutch face 31 and is carried by the low speed sleeve which is freely,Y rotatable on the reverse sleeve which is in turn rotatable on the sleeve bearing 'i' w'th one end thereof abutting the flange 14;

f that bearing and the other the hub S of the housing..

The reverse sleeve 33 carries the female clutch face 3a and has secured thereon the rim gear '35 to which rotation is imparted by the tapered pinion 36 also mounted ou the rear end of the countershaft 16.

Suitable anti-friction bearings 3l' mr f interposed between the hub 8 and t:

friction bearings tween the sleeves 32 provided with an desired.

lt will be observed, by refererce to ure 1, that the clutch elements 13 ant 1l bear nested relation at the front end of the housing and those 31 and 8 bear a like relation at the rear end of the housing. this arrangement a very compact, simple well balanced structure is provided wherein utilized a minimum of gearing and shafting in the practical accomplisnment of the purpose for which the invention is designed.

ln order to couple the driving shaftand the driven shaft Il, through selected ones of the female clutch elements to impart rotation to the latter shaft at the desired speed and in the desired direction, l provide a plurality of easily shiftable male clutching elements.

For this purpose the driven shaft l is provided with a drinn-like enlargement', el() grooved as at l1 to receive the tongues of the sleeves el?) and la thus mounted slidablj.' upon the enlargement but rotative there with. Each sleeve 43 and lll carries an annular body enlargement 45 and ii-(3 respectively which enlargements are in turn grooved at l? to receive the tongues M may be interpo"ed bevand and the sleeve end thrust collar 59 il rt) Hl, other sleeves 19 and 50 to thus slide-.W5Y mount the said last named sleeves upon the said bodies to rotate therewith. The sleeves 4:9 and 50 are also provided with body cnlargements 51 and 52.

Each of the bodies d5, a6, 51 and 52 is provided with an extended male clutch nose element equipped with a clutch band 53 of suitable friction providing material adapted to frictionally engage the clutch faces of the several female clutch elements. rihe said bodies thereby provide shiftable male clutch elements.

Each of the sleeves lf3, all, 19 and 50 is provided with an abutment flange the purpose for which will presently appear.

A shifter ring 55, which serves a shifting means for the high and reverse male elements, is provided and encircles the inner ends of the sleeves 43 and 44 in the space between the inner ends of the sleeves 49 and 50 and the said ring is provi-ded with a pair of lateral abutment flanges 56 each thereof being adapted to lie just outside of a respective one of the flanges 54 of the first mentioned sleeves.

A pair of push-er rings 57 are mounted upon the sleeve 43 in position for being engaged by the adjacent end of the ring and the said rings have ball bearings 58 between their opposed surfaces so that one thereof may rotate freely while the other one, which lies against the ring 55, remains stationary. The rings engage the inner ends of a plurality of bufl'er springs 59 positioned in the annulairecess 60 with which the head or body 45 is provided and thus a yieldable means for forcing the reverse effecting male element to operative position is provided. As the springs 59 always hold the abutment flang-e 54 of the sleeve 43 in engagement with the respective abutment flange of the shifter ring 55 when that ring is forced to the left of Figure l of the drawings the reverse effecting male element will be forced into its operative engagement with the reverse clutch element, and when the rever-semovement of the said ring is eected, the said abutment flanges will provide for a retraction of the said male element to its normal neutral position.

At its other side the ring 55 is grooved as at 61 to receive an annular ring 62 which carries a plurality of projected heads 63 which are adapted to move longitudinally in pockets 64 formed in the head or body 46 of the sleeve 44 before mentioned. As it is necessary for the ring 62 to rotate with the sleeve and'body just referred to ball bearings 65 are interposed between the said ring 62 and the shifting ring end to prevent undue friction.

Fach of the 'sleeves 49 and 50 is also provided with a shifting ring 66 and 67 respectively, each of which is in turn recessed as at 68 to receive an annular ring 69 having projected heads 70. Ball bearings 7l are interposed between the rings 69 and the respectiv-e rings 66 and 67 to prevent undue friction and the projected heads 70 of the rings are operable in bores 72 provided in the bodies 45 and 46. Each of the heads 7 0 and 63 carries a clutch-lock finger 73 yieldably connected thereto as at 74 and operable through an off-center bore 75 provided in the respective bodies 46--51--52 The lock fingers 73 have their outwardly directed surfaces flattened as at 76 to provide a camlike portion for engaging the inner surfaces of the clutch bands 53.

All of the female clutch elements 13-14 and 3l may be provided with small sockets or grooves 77, as indicated in Figures l, 3 and 10 of the drawings, the purpose for which will later appear.

The rings 66 and 67 are grooved as at 76 to receive the abutment flanges 54 of the sleeves 49 and 50, see Figures l, 7 and 9.

It will be observed by reference to Figures 3, ll and 12, that each of the bodies 46, 5l and 52 is equipped with a plurality of spring pockets 79 preferably arranged in pairs one at each side of each of the bores 72, as indicated in the said figures. The pockets 79 are each equipped with a buffer spring 80, one end of which seats against the end of the respective pocket and the other against the respective ring cooperating with the particular head. The springs serve to normally hold the shifter rings to their normal position against the sleeve abutment flanges 54 and with the clutch lock fingers 7 3 retracted.

A. shifter rod Sl is provided and adapted for operating the low and second speed effecting elements and a similar rod 82 is provided for cooperating witlrthe high and reverse spe-ed effecting elements each of the said rods being equipped with an upward extension 83 and being longitudinally slidable in bearings 84 suitably secured to the housing 9.

Vhile any desired means for shifting the rods 81 and 82 longitudinally for actuating. the clutching elements may be employed l have diagrammatically indicated in Figures l and 3, and especially in Figure 13, how the said rods may be shifted in a manner utilizing the usual icl-plate shifting equipmentc -When such -equipment is employed for shifting the rods, 85 may represent the lower notched end of the shifting lever which may be mounted as diagrammatically indicated in Figure l3`in cooperative relation with the usual type of H-plate 36 through which the same is shiftable from a vertical central or neutral position, such as is indicated in Figures l and 3 of the drawings-laterully into engagement with a selected one of the upward projections 33 and forwardly or rearwardly for operating the clutch elements controlled by such selected projection.

In Figure 13 of the drawings, line a indicates the vertical or neutral position of the shifting lever when the part-s would be in the position illustrated in Figure l of the drawings. Line Z indicates the lever shifted toward the left in the manner for causing its lower end to move toward the right and engage the right hand projection 33 and by moving the lever to the position shown rearwardly in the right hand slot of the trl-plate the said projection would be forced forwardly and the clutch element for effecting a low speed power transmission would be actuated. Then, by moving the lever forwardly the lower end thereof would loo llt)

its

is riorcd to h oosi ion in- `ld his .iian'ielL 1noironld he moved rearivardlj,7 to functioning' of the high speed eiiect- 4i transmission agencies, the capital s indicate the neutral positions ot the L, S, E and li the direction of movement "t rions S23, While those proie: indicate iior eil the io v, second, reverse and high el eil'ecting; eiement` 'functions respectively. ii'hcn the low speed `power transmission is desired the saine is obtained throngli engine sha'tt l, drive shalt 2, gears il and i9, conntersha'it 16, pinion Q9, gear 22o, through the clutch elements 3l, sleeve -iiA sleeve d3, and drinn @i0 to the driven iv' hen it desired to reverse the direction et rotatini oi? the driven shaft Ll that res verse rotticfiL is in parted through driven shaitt i, ,fie/irs il and 19, connersha'tt 1G, tapered YrioiL rim gear 35, sleeve 83,

Dl i d the clhtch elements 94s, 43 and l0 to the rEriven shaft fl.

lllhen it is desired te eil'ect second speed power t'aisinission the same is imparted through engine, shaft l, gears l1 and 19, 2O and l5, siceve l2, clutch elements A, 50, is and drinn Li0 to the driven shaft li.

wWhen it is d-sired to impart high speed pover transmission to the driven shait il; the same is imgarted through engine shaft driven shaitt :2 and directly through clutch elements 13, li and drum 40 to the driven tt It is to he understood that in 'ne' the male cintch elements Which are with the clutch loch pins i3 into first part oi the movement ot 'e shit. ring.r toward the coiemale chitch elements causes the any sach element to move as a its hand 53 engages the iemale nent snrtaco when movement oft the hotly oi the respective element e arrested. Further movement of the shitting ring causes the fingers Y nt to he presserL against the opwaii ot the :teniale clutch member ne receiving' pockets 28 thereof align with the 'lingers whereupon the iingers Will enter Ahe said Vilioeliets and felt the `mrt-s to ti c nteh position sce '..ignres 7, 9, 11 and 19 Ani.

, f The provsionot the yieldahle connection ot the iingers With their carrying; ring;l

.lloivs sufficient yield to prevent the fingers hrollrcn or damaged duringI the action and prriits them to antoiind their v'ay in 'o the recesses 25%.

ns `n'ojection of the pins Dositiveiv ioci the clnching;` elements tor but the flattened t' ces "[8 thereot will rorced into engageinei t "with the ciutchingl hands 5S and expand the saine 'ightly into the seat in ihe teniale clutch eiement and into the groofes i?, thus positively assur' projvicr coaction ot the clutching' eli ments.

iy providing tl e vicldable coniiections 5E", o? 'for .sh 'the reverse inaie clutching element e, engagement with its coperni-n if gle clutch element the same may he as a brake in addition to its reverse power transmission tu ction, hy ally forcing the same into clutched retting slipping` thereof until inll @on has heen accoinpiished.

'ing the clutch elements as illniigure l ci? the drawings it is Y, to infor/'ide only two shitting rods, eac i of 'which has a. central neutral position `neconies ei'ective `lor one ot its two i igh speed ctiiicting or reverse roxtioi s, h ration eiiecting, loiv speed eii'ecting or serond speed eiiecting, when shifted longitudinallyY 1'n either direction.

in 'his manner a iiiarticnlarly compact mechanism is made possible and practical 'rinetioning effected with a minimum oi" ii'ect and movement. By this arrangement, it is also possible to use a smaller number et" transmission `gears than are commonlyv used in devices of siiniiar accomplishment and the gears that are 1 rovided remain continnallv in mesh elin'iinating,` the necessiti ot shitting the gears with the danger ot' damaging; the saine in ettecting the shitting thereof and the noise usually,vv accompanying such action.

From the toregoin,e` description, taken in connection with the accompanying drawings, it will he seen that it in v present inventien he used on motor vehicles, the 09erator, should he iind his machine beginning to skid or slip, throw the mechanism to the reverse position gradually, (letting ti e reverse clutch slip) bringing the reverse clutch elements into engagement; this Will reduce the rear Wheel speed to Zero and then start them to turning` in the reverse direction, the operator, ot course, giving the engine snliicient at the same time to prevent stalling'. ln this manner, and especially it the car is equipped With service brakes on the iront wheels only, the car may he brought to :i inici; dead stop and all danger ot shielding or slippng eliminated.

A it will also ie seen of inv arrzno'onient the high and reverse speed changes ,are eil fected by the VsameV shifting movement,l i. e., when the high speed shift is effected the reverse is out, and when a quick shift is desired from high speed position to reverse the very act f moving the parts out of high if continued far enough moves the parts in the' reverse position. In other words, if a quick stop is to be made and the operator utilizes the reverse as a brake, the very act of releasing high is continued to draw in the reverse clutch, thus making it unnecessary to shift through either first and sec-ond speeds to get to reverse from high.

Attention is further called to the fact that hy the employment of cone clutches and clutch hand expanding and loclring pin devices for each forward speed mechanism, it is possible for the male and female clutch elements to engage smoothly and their speeds of rotation brought practically into unison before the locking fingers or pins come into action. Conversely, by my arrangement the locking fingers are withdrawn before the clutch faces are disconnected and further withdrawal movement of the locking lingers results in disengaging the clutch faces. This makes the action both smooth and noiseless.

From the foregoing description, taken in connection with the accompanying drawings, it is thought the novel details of construction, manner of operation and the advantages of my invention will loe readily apparent to those skilled in the art.

llVhat I claim is:

l. ln power transmission gearing, a driving shaft, a driven shaft, bearings sustaining said shafts, a reverse gear having a hearing sleeve mounted on the driven shaft bearing and including a female clutch, a lovv speed gear mounted on said reverse gear sleeve and having a female clutch, a driving gear on the driving shaft, a high speed female. clutch on the driving shaft, a second speed female clutch with a hearing sleeve on said driving shaft, a gear on said second speed clutch sleeve, a countershaft having gears meshed with the driving gear, the second speed gear, the low speed gear and the reverse gear, and a series of male clutches mounted on the driven shaft, and means selectively to shift said male clutches into engagement with one or another of said female clutches.

2. in power transmission gearing, a driving shaft, a driven shaft, hearings sustaining said shafts, a reverse gear having a bearing sleeve mounted on the driven shaft hearing and including a female clutch, a low speed gear mounted on said reverse gear sleeve and having a female clutch, a driving gear on the driving shaft, a high speed female clutch on the driving shaft, a second speed female clutch with a bearing sleeve on said driving shaft, a gear on said second speed clutch sleeve, a countershaft having gears meshed with the driving gear, the second speed gear, the low speed gear and the reverse gear, a drum on said driven shaft, a high speed and a reverse speed male clutch mounted on said drum, a low speed male clutch mounted on said reverse speed clutch, an intermediate speed male clutch mounted on said high speed male clutch, means for shifting said high and reverse speed male clutches in unison to engagetheir respective female clutches alternately, and means for shifting said low speed and said intermediate speed clutches in unison to engage their respective female clutches alternately, said shifting means including a selecting and shifting lever.

3. In power transmission mechanism, a driving shaft, a driven shaft, hearings sustaining said shafts, a reverse gear and a low speed gear concentrically mounted with respect to and over said driven shaft, each of said gears having a clutch nested one over the other, a driving shaft having a high speed clutch, an intermediate speed clutch mounted on said drive shaft and nested with respect to said high speed clutch, a driving gear on said driving shaft, an intermediate speed gear carried by said intermediate speed clutch, a countersha-ft with gears meshing with the several aforem-entioned gears respectively, and nested shiftalole clutches concentrically carried on said driven shaft, and means selectively to shift said shiftable clutches into and out of engagement with said gear clutches.

4. In power transmission mechanism, a driving shaft, a driven shaft, bearings sustaining said shafts, a reverse gear and a low speed gear concentrically mounted with respect to and over said driven shaft, each of said gears having a clutch nested one over the other, a driving shaft having a high speed clutch, an intermediate speed clutch mounted on said drive shaft and nested with respect to said high speed clutch, a driving gear on said driving shaft, an intermediate speed gear carried by said intermediate speed clutch, a countershaft with gears meshing with the several aforementioned gears respectively, a drum carried loy said driven shaft, high and reverse speed clutches mounted on opposite ends of said drum and' shiftalole along the axis of said driven shaft to engage with the high speed clutch of the driving shaft and with the clutch of the reverse gear alternately, a. shift-ing member connecting said shiftalole clutches to move in unison, an intermediate speed shiftahle clutch mounted concentrically on said high speed shiftalole clutch, a low speed shiftalole clutch mounted on said reverse speed shiftalole clutch, a shifting element connecting said intermediate and low speed shiftalole clutches to voperate in unison alternately to lll) engage respeetivel)T the first mentioned in- 4\ermediate speed clutch and the firstmentioned lowv speed clutch, and an operating lever for selectivelyY engaging said Clutch shi fting members.

5. In power transmission mechanism, a. drfing shaft, a driven shaft, hearings sustaining said shafts, a reverse gear and a low speed gear eoncentrically mounted with. respect to and over seid driven shaft, each of said gears having e clutch nested one over the other, :i driving` shaft having ai high .Speed clutch, nn internlediate speed Clutch mounted on said drive shaft and nested With respect to seid high speed clutch, a driving gear on snid driving shaft, an intermediate speed lgear carried by said intermediate speed eiutrh, a eountersheft with gears meshing with the several aforementioned gears respectively, a drum carried by said driven shaft, high and reverse speed clutches mounted on opposite ends of said drum and shiftable along the axis of said driven sha-ft Lemme to engage *with the high speed clutch of the driving shaft end with the clutch of the reverse gear alternately, a shifting` member connecting said shiitable Clutches to move in unison, an intermediate speed shiftahle clutch mounted Concentrically on said high speed shiftable clutch, a low speed shil'table clutch mounted on seid reverse speed shiftnble clutch, n` shifting element connecting said intermediate and low speed shiftahle clutches to operate in unison alternately te engage respectively the rst mentioned intermediate speed Clutch and the first mentioned low speed Clutch, an operating lever for seleetiveiy engaging; said Clutch shifting members, said shirtehle clutches each com- )risine' 'friction elements and aositive en-isffe D L, C

IOHAN KONRAD TU'RC 

